Automatic railroad-crossing gate



J. D. CLAPPER.

AUTOMATIC RAILROAD CROSSING GATE.

APPLICATION FILED MAY 22, I922.

1,430,947. Patented 0ct.3,1922.

5 SHEETS-SHEET l.

I 'SB WITNESS:

Qf ,Z7. OZayop a?" INVENTOR ATTORNEY J. D. CLAPPER. AUTOMATIC RAILROAD CROSSING GATE. APPLICATION FILED MAY 22 1922.

1,430,947. Patented Oct. 3,1922.

5 SHEETSSHEET 2.

o l9 0 g 2 26 I l 2 2 mvzu'ron I ATTORNEY J. D. C LAPPER. AUTOMATIC RAHjROAD caossme GATE.

APPLICATION FILED MAY 22, 1922.

v Patented Oct. 3, 1922;

5 SHEETSSHEET 3 mm A .Q.

ATTORNEY WITNESS:

J. D. CLAPPER.

AUTOMATIC RAILROAD CROSSING GATE.

APPLICATION FILED MAY 22, 1922.

-SHEET 4- Patented Oct. 3, 1922.

- SSHEETS A'ITORNEY J. o. CLAPPER. AUTOMATIC RAILROAD CROSSING GATE- APPLICATION FILED MAY 22, 1922- 1,430,947.. I Patented 0017.3,1922.

5 SHEETS-SHEE]' 5.

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Patented @ct. 3, 19.2 2.

nrr's AUTQMATIG RAILROAD-CROSSING GATE.

Application fi1ed May 22,

To (ZZZ who-m it may concern:

Be it known that 1, JAMES D. CLAPPER, a citizen of the United States, residing at Bedford, in the county of Bedford and State of Pennsylvania, have invented new and useful Improvements in Automatic Railroad- Crossing Gates, of which the following is a specification.

This invention relates to railroad apparatus, particularly to crossing gates, and has for its object the provision of a crossing gate structure which is automatically operated upon the approach. of a train whereby to lower the gates at a crossing a considerable time in advance of the arrival of the train, the device operating to prevent accidents and to insure public safety at all times.

Another object is'the provision of an automatically operating crossing gate of this character which is provided with means whereby it will be automatically raised to in operative or elevated position after the train has passed by.

Still another object is the provision of a device of this character which is provided with a counter balancing weight structure associatedwith the gate proper whereby to control the movement of the gate and insure free and easy movement thereof.

Yet another object is the provision of a crossing gate structure of this character which 1s provided with a novel ratchet like mechanism permitting operation of the weight to raise the gate at the proper time, the weight device being controlled by the ratchet which co-operates with a lever under the influence of a track device moved by passage of a train along the traclcway.

Yet another object is the provision of a novel train operated mechanism associated with the rails and moved by passage of a train from either direction for returning the gate to its normal or elevated position.

An additional object is the provision. of a mechanism of thischaracter which will be simple and inexpensive in manufacture and installation highly efiicient in use, positive in action, durable in service and a general improvement in the art.

With the above and other objects and advantages in view, the invention'c'onsists in the details of construction to be hereinafter more fully described and claimed, and illustrated in the accompanying drawings in which, I

Figure 1 is a plan View of a traclzway 1922. seri'aino. 562,747.

showing my complete mechanism more or less diagrammatically, ,f'Figure 2 is an enlarged plan View of the mechanism for lowering thegate, this mechanism being permanently mounted upon the trackway. i i i Figure 3v is a sectional view taken between the rails and showing an elevation of the operating rim or removable rail.

Figure 4 isa sectional view through the track-way taken across the ties showing an elevation of theoperating mechanism.

Figure 5 is a front elevation of the gate structure. J v

Figure 6 is a side elevation of the gate structure showingthe same in elevated position.

Figure '7 is a similar view showing the gate in lowered position.

Figure 8 is a detail longitudinal sectional. view through the operating mechanism.

nigure 9 is a detail sectional view taken through the control axle which carries the ratchet mechanism.

Figure 10 is an enlarged plan view of the resetting mechanism on the traclrway for retiirning the gate to elevated position.

Figure 111s a sectional view taken across therails.

Figure 12 is a sectional view taken along the track way. a

Figure 13 is an elevation similar to Figure 5 and' 'showing different positions of the parts. i i

Referring more particularly to the drawings the letter A designates a track-way and B designates a grade crossing which it is desiredto protect by means of my gate structureto be described. Located at considerabledistances from both sidesoii' the crossing, in actual practice from one fourth to one half of a mile, are the operating devices for controlling the lowering of the gatemechanism to be described. Each of these operating mechanisms comprises an elongated rail 10 which has one end pivotally mounted upona cross-tie as indicated at 11 and which is curved longitudinally as shown whereby to define an opening 12 between the pivoted end. and the adjacent rail of the trackway so as not to interfere with the passage of the wheels of a train. This railmember 10 includes a channel shape bar 13 at the upper portion of which is located an upwardly spring pressed strip 14 which is adapted to gate showing the weight I yield or give downwardly when the car wheels pass thereover in order to avoid lowering the gate when the train is departing from it. Secured to the channel bar 13 1s a rod 15 which extends slidably through an opening 16 in the farther rail and which is surrounded by a coil spring 17 which has one end abutting against the bar 13 and its other end abutting against the most remote rail for holding the rail member in its operative position against or nearly against the side of the adjacent rail. Pivoted at 18 upon one of the cross-ties is an angle lever 19 which has one arm pivotally connected with the free end of the rod by a slot and pin connection as shown and which has its other arm extending through a slot 20 in a bar 21 which slidable longitudinally within bearings 22 secured upon certain of the ties. The numeral 23 designates a coil spring which is for the purpose of making an elastic connection between bar 21 and Wire 24. Connected with one end of the bar 21 by a strong coil spring is a member such as a rod or a wire 24 or the like for a purpose to be described. 7

Located at the crossing B is the gate structure which includes a pair of uprights 25 which are suitably anchored as for instance in a concrete foundation 26 and which have their confronting faces concaved to form a guide for a vertically slidable weight 27 which is for a purpose to be described. Extending upwardly along one of the uprights is an elongated lever 28 which is pivoted as shown at 29 upon a suitable bracket secured to the upright. This lever operates between guides 30 which are for the purpose of bracing the lever and preventing it from having undesired lateral movement. Itshould also be stated that the upper ends of the uprights are connected to a transverse member 31 which not only serves to brace the uprights but which also serves as a stop for a lifting arm 32 which is rigedly mounted as shown and which has its free end adjustably connected, as illustrated at 33, with the upper end of a link 34; which has its lower end pivotally connected with the gate proper 35 which is of ordinary construction and which is pivoted at 36 upon the uprights. This gate 35 carries the usual depending rod 37 for the purpose of limiting its downward movement and also carries an electric light or any suitable, lantern 38 such as is commonly used so that the position of the gate at night may be seen. The pivot pointof the gate is spaced from one end and located on the shorter end is a counterbalance weight 39 which renders the gate easily swingable by the operating mechanism.

The operating rod or wire 24 running from the train actuated device for swinging the gate downwardly 13 connected with angle lever 63, whlch has its free arm through slot 61 in bar 59, which in turn is connected with lowerend of lever 28. Disposed in the path of movement of this lever end of the lever is a bell 40 which is struck when the lever 28 is swung to release the trip mechanism to be described for permitting the gate to swing downwardly to operative position.

Extending transversely of the upper ends of the uprights 25 is a shaft 41 upon which the lifting arm is rigidly secured and which is provided at one end with a spring pressed latch device indicated at 12 and which is surrounded at its intermediate portion by a sleeve 43which carries a sprocket 48 about which is wound a continuous chain 50 from which the weight 27 is suspended. The outer end of the sleeve is formed with projections 16 which co-operate with the latch 12 and lever 28 as clearly illustrated and which have inclined ends 17 and beveled sides.

The numerals 418 and 4:9 designate upper and lower sprockets about which is trained a continuous chain 50 and the lower one of which is journaled on the uprights and provided with an operating crank handle 50. The uppermost sprocket wheel is of course associated. with the sleeve 43 and the purpose of these sprockets and chain is to elevate the weight 27 which is carried by chain 50. Normally it is of course to be understood that the gate proper 25 is in upwardly extending position out of obstructing relation to traffic using the crossing B.

The means for restoring the gate to normal or elevated position after a train has passed by, comprises a rail member 51 located in the track-way near the crossing and hingedly mounted for lateral swinging movement as by being-provided at its lower edge witha plurality of knuckles 52 revolvably engaged upon a bearing rod 53 supported in bearing members 54 mounted upon certain of the cross ties. Connected with this rail member 51 is a bar 55 which extends across the track-way and which has its free end slidable through an opening 56 in the farther rail and surrounded by a coil spring 57 which has one end abutting against said farther rail and the other end abutting against the rail member 51. The purpose of this spring is to hold the rail member 51 normally in such position that it will be engaged by the wheels of a passing train, and it will be observed that the end portions of the rail. 51 are curved outwardly away from the adjacent rail whereby to permit the passage of the train wheels between the rail 51 and the adjacent rail of the track as will be readily apparent from an inspection of Figure 1 of thedrzm ings. Formed or secured upon the lower portion of the rail member 51 is an arm 58 with which is connected a bar 59 which extends beneath the farther rail to lever 28 and which carries an enlarged portion 60 (Figure 11) formed with spaced parallel slots 61. Pivoted upon adjacent cross-ties as indicated at 62, are twooppositelywdisposed angle levers 63 which have certain of their arms extending through the parallel slots 61 and which have their other arms connected with wires 24 or the like whichare in turn connected with the bar 21. The purpose of providing two of theangle levers is to cause one or the other to push bar 59 toward gate regardless of the direction in which the train approaches.

Assuming that the device has been constructed, assembled and installed as above described the operation is as'follows: Normally the gate 35 is held in its elevated poistion by the weight 27 which is initially disposed at the top portion of the uprights with its supporting chain extending around sprockets 48 and 49. The rail members 10 and 51 of the operating and returning mechanism are disposed normally against the rails of the track-way as disclosed in Figure 1. When a train approaches and passes over the operating mechanism comprised by the parts 10 to 24 inclusivept-he engagement of the train wheels with the strip 14 will cause the channel bar 13 to swing upon its pivot and this will result in movement of the rod. 15 which being pivotally connected with the angle. lever 19 will cause the latter to swing upon its pivot and exert a pull upon the wire or other memher 24. When a pull is thus exerted upon angle lever 63'the other arm of angle lever 63 will push bar 59 toward gate and cause lever 28 to move toward its adjacent up right at bottom and out at the top. When lever 28 moves out at the top it unlatches the gate at the same time it takes its place behind projection 46 whereby keeping weight 27 from revolving sleeve 43. As soon as the gate is unlatched gravitation will cause it to fall. An air compressing mechanism of the nature of that which keeps a door from closing too rapidly will keep the gate from falling too rapidly. As previously stated when the movement of the lever 28 occurs, the bell 40 will be sound ed which will apprise pedestrians and others using the crossing that the gate is about to drop.

After the train has passed by and travels over the resetting mechanism comprised by the parts 51 to 64 inclusive. the engagement" of the car or train wheels with the rail member 51 will result in swinging movement thereof away from the adjacent rail and this will result in movement of the bar 59 which is formed with the slot 61 in which the angle levers 63 are engaged. This will naturally result in movement of bar 59 regardless of the direction of travel of the train and as the bar 59 is pulled it will be apparent that vthe operating lever 28 will be so moved that its lower end will be swung away from the adjacent upright. When this occurs the upper end of the lever 28 will move out from behind projection 46 where it had been holding weight 27. As soon as lever 28 movesvfrom behind projection 46 this frees sleeve 43 from the influence of lever 28. The weight 27 then causes sleeve 43 to revolve and the extending end of projection 46 engages latch 42 which causes shaft 41 to revolve with sleeve 43 and as lifting arm 32 is secured to shaft 41 it of course liftsgate. Since projections 46 are inclined as shown the sleeve 43 will turn with the latch 42 sliding idly in a ratchetlike manner .over these inclined ends when the weight is bein 'elevated b windin It is to ibenoted that the weight 27. moves only a slight distance at every up and down movement of the gate so that a great many operations may be had before it isnecessary to re-elevate the weight by .the crank, sprocket and chain mechanism described.

. From the foregoing description and a study of the drawings it will be apparent --that1 have thus provided a simply constructed and consequently comparatively inexpensive rail road-crossing gate which will human attention and that the device is not subject to derangement or lack of operation on account of carelessness. Owing to the simplicity of the construction and the comparative fewness of the parts it is apparent that there is practically nothing to get out of order and that the device should consequently have a long life and efliciently perform all the functions for which it is intended.

While I have shown and described the preferred embodiment of the invention, it is of course to be understood that I reserve the right to make such changes in the form, construction and arrangement of parts as will not depart from the spirit of the invention or the scope of the subjoined claims.

Having thus described my invention I claim:

1. A rail-way crossing gate structure comprising a pair of uprights, a gate proper pivoted therebetween, a transverse member journaled across the upper ends of the uprights, a sprocket carried bysaid member, means for rotating said sprocket manually, a continuous chain extending about said sprocket and carrying a weight, a ratchet mechanism associated with said sprocket and supporting member and an operating lever carried by and pivoted upon one of the uprights and connected with the gate proper,

' pivoted therebetween, a transverse member journaled across the upper ends of the uprights, a sprocket carried by said member, means for rotating said sprocket manually, a continuous chain extending about said sprocket and carrying a weight, a ratchet mechanism associated with said sprocket and supporting member and an operating lever carried by and pivoted upon one of the uprights and connected with the gate proper, and train controlled mechanism for moving said operating lever, said means comprising a swingable rail member disposed adjacent one of the rails of the track-way and means connected with said swingable rail member and with the operating lever of the gate.

3. A rail-Way crossing gate structure comprising a pair of uprights, a gate proper pivoted therebetween, a transverse member journaled across the upper end of the uprights, a sprocket carried by said member, means for rotating said sprocket manually, a continuous chain extending about said sprocket and carrying a weight, a ratchet mechanism associated with said sprocket and supporting member and an operating lever carried by and pivoted upon one of the uprights and connected with the gate proper, and train controlled mechanism for moving said operating lever, said means comprising a swingable rail member disposed adjacent one of the rails of the track w'ay and means connected with said swingable rail member and with the operating lever of the gate, and

a resetting device comprising a similar rail member hingedly mounted for lateral swinging movement adjacent one of the rails of the track-way at or near the crossing at which the gate is located, and means connected with said last named movable rail and with said operating lever.

4. In a rail-way crossing structure including a movable gate and a support therefor, an operating lever connected with the gate, the gate being normally held in elevated position by a Weight and means for moving said gate to lowered position comprising a pivotally mounted rail member disposed adjacent one of the rails of the track-way, a bar carried by said rail member, an angle lever pivoted upon one of the cross-ties beyond the farther rail and having one arm pivotally connected with said bar, and a flexible member connected with the other arm of the angle lever and with the operating means of the gate, and a train operated pivoted rail mounted at or near the crossing, a bar connected with said last named rail member, said' bar being formed with an enlargement having spaced parallel slots therein, a pair of angle levers pivoted upon adjacent cross-ties at beyond the farther rail and having their arms engaged within said slots, and the other arms of said last named angle levers being connected with first named angle lever by a flexible member.

In testimony whereof I ailix my signature.

JAMES D. CLAPPER 

